Can I buy a used Hyundai Santa Fe? Hyundai Santa Fe - owner reviews. Negative, neutral and positive reviews Dmitry Stepanov, director of CJSC Kanyon

Hyundai Santa Fe has never been a hit, but there has never been a drop in demand either. Sales went somehow evenly, stably, without excesses. And just recently, the last Santa Fe of the first generation (2001-2005) was bought literally in front of my eyes in the Canyon dealership. Now we only offer second-hand copies.

CRACKED TANK? LET'S WRITE WITH FOAM!
Should I take a Korean second hand? Indeed, not so long ago, many were skeptical about new cars from the Land of Morning Calm, preferring them to “Japanese women” with mileage. And there was no developed secondary market for “Korean women” at all. Nobody took it... But over the past year and a half, the dam has literally burst. Used Hyundais poured into Russia (mainly from the USA). There are plenty of objective reasons for that. The Korean automobile flagship began to lead the international ratings in terms of reliability on a par with the Japanese. All over the world, buyers appreciated the products of the Land of Morning Calm, and the phrase “Korean cars” ceased to have a contemptuously mocking connotation (the challenge cup went to the Chinese brothers).

Personally, I do not always believe in ratings. I trust only a service master with many years of experience in servicing a particular brand. A specialist will always tell the bitter truth. Masters of official dealers are sometimes cunning, but Santa Fe has already been discontinued, and nothing prevents you from speaking frankly. So I advise everyone: before buying a used Californian resort, do not be lazy and ring up all the workshops - from official ones to gray ones. It is even better to go around all the services, so that you, like me, understand that these specialists cannot squeeze out anything worthwhile about the Californian resort. Unless they talk about cracks in the radiator tanks, but this defect is known today to literally half of the Moscow automotive community. Reservoirs crack on Suzuki, Subaru, and many other cars. As I wrote in previous issues, even a whole production of duralumin tanks was opened in the capital.

However, in the case of Hyundai, an original move was invented. I think many owners will like it. When the leadership of the Korean concern heard about the trouble with radiators in Russia, it organized a whole service company (naturally, only for cars officially sold in our country). The solution is simple and cheap - the radiator tank is glued with foam rubber. Thus, it is isolated from the ingress of anti-icing reagents, because it is the “Luzhkov cocktail” that changes the properties of the plastic from which the tank is made for the worse, and provokes the appearance of cracks.

Surely service specialists will also tell you about clutch problems that happened with cars manufactured before the second half of 2003. They put a two-mass flywheel on them, and the structure burned mercilessly. The resource did not reach even 20 thousand km. But today the plant has solved this problem.

Another sore that has disappeared is the knocking of the front stabilizer bushings. In the second half of 2003, the glitch was fixed by the manufacturer. You won't get more from masters. True, they can tell that somehow a person came for a major overhaul. The timing belt broke and the piston met the valves. It turns out that he forgot that the belt on this SUV is changed not once every 100 thousand km, but once every 60. Or hear how once the masters changed the cross cardan shaft, but this is with a run of 180 thousand on a traveling car (not my own - it's not a pity). In general, in the course of the survey, you come across some isolated cases that do not claim to be childhood diseases.

But still, some useful conclusions for future buyers of the Hyundai Santa Fe can be made. First, inspect the radiator for cracks. Secondly, find out what design the clutch is worth (for cars before 2003). And, thirdly, remember that among the used Santa Fe of Russian citizenship there are a lot of traveling cars that worked in firms - for them, suspension and transmission diagnostics are not at all superfluous.

DO NOT SAVE ON HORSE FOOD

Want to learn more about the good old "Korean"? Maybe we will interview the owners who have their own bad experience? Let's try. Where can you find these owners? We open a newspaper of advertisements for the sale ... and there ... there, private individuals are exclusively intermediaries who drive Santa Fe from the USA. Not a single ad for sale from a simple motorist. This suggests that either the Russians have not yet rolled over and will start throwing off their favorites in a year or two, or the car is really so reliable that there is no point in selling it yet.

There is also the Internet, where there are usually a dime a dozen opinions. We'll see? Who here got on grandmothers? Again they scold the radiator with its frail tank and the same “experimental” clutch, but the complaints are old. And yet a meticulous person will find several opinions indicating that Hyundai engines Santa Fe are fuel sensitive. At the same time, one half of the owners clearly blame the bad 95th gasoline, while the other criticizes the 92nd. This, by the way, is one of the hottest topics among fans of "Korean women" on the Web. A certain owner, in order to finally dot the “i”, drove into the service of one of the official dealers and received clear advice: only the 92nd! A few months later, they also carried out an expensive engine repair for him ... Now he pours only the 95th and has to change the candles often, because they constantly turn red.

Plus, Santa Fe platinum spark plugs aren't cheap: $75 plus the same for replacement labor! But there are no complaints from the owners of diesel versions at all. A problem with diesel fuel in Russia began to slowly dissolve or Korean diesel is so unpretentious? Service specialists do not confirm the latest version - in their opinion, the most reliable engine still petrol.

So, if you bought a used Hyundai Santa Fe, get ready to choose gas stations with prejudice.

BROKEN "AUTOMATIC"? THERE ARE CHEAPER IN CANADA

Why is our painful search for real, big, ruinous defects in a Korean SUV so inconclusive? Perhaps the answer lies in Hyundai's philosophy. In fact, this company is a conservative partisan. In the global automotive industry, many manufacturers sin with the desire to quickly announce a new product at the next car show, and design flaws are picked up along the way after the start of sales. Koreans are not like that, they do not claim to be at the forefront of automotive fashion and technology. They patiently wait for other companies to try certain solutions (and, of course, until the cost of newfangled technologies drops to an acceptable level), and only then they implement them.

In this scenario, most defects are 90% dependent on the driving style of the owner. Although driving from the heart on Santa Fe is not very successful, especially with automatic transmission. The "automatic" is thoughtful here, and, unfortunately, it is very noticeable when overtaking. Off-road fun is also not prescribed. Still, here is the parquet all-wheel drive: center differential blocking the visco clutch. Ice, snow, mud - yes. Arable land, swamp, sands - not worth it. You can try, but the maintenance costs will increase significantly. When driving along a deep rut, you can hook the ground with a lower point - a subframe rear gear(suspension arms are attached to it). With a strong impact, the suspension geometry may be disturbed.

The market offers us several types of equipment. Among those officially supplied to Russia are a 2-liter diesel engine with automatic transmission or manual transmission, a 2.4-liter gasoline engine (only with manual transmission) and a 2.7-liter gasoline engine (only with automatic transmission). All cars are 4x4. All of the above, plus non-drive options, were brought from Europe. Cars from the USA and Canada come with 2.7- and 3.5-liter gasoline engines, automatic transmission, front-wheel drive and all-wheel drive. ABS and also traction control system- regular everywhere. However, instead of the latter, a self-locking rear differential was sometimes installed. The Santa Fe was assembled in both Korea and Canada. Our officials have no problems with diagnosing North American SUVs, but spare parts will have to wait 3-4 weeks. By the way, restored automatic transmissions can be brought from Canada on order - several factories are working on this topic there.

Dmitry Stepanov, director of CJSC Kanyon:

I had the opportunity to ride three different Santa Fe for a long time. My company had two petrol and one diesel variants. The cars traveled 180-200 thousand km and were sold through the newspaper "From Hand to Hand". They were operated daily - from morning to evening. On business, to the dacha, to fishing ... I went by myself, the employees went. Mixed mode - city-highway. Fuel consumption - 13-18 liters per hundred. The most convenient and economical in the city is a diesel version with automatic transmission. The capacity of Santa Fe completely satisfies me. Three times he moved with his whole family to a new place of residence, loading the "Korean" to capacity. Besides, no other car has allowed me to be as comfortable behind the wheel. Another plus is handling. At high speed does not scour the highway. Although for country trips I would like a more powerful engine. Somewhat slow automatic transmission. Before the sale had to change the cardan cross, still traveling car! They say that the Korean manufacturer is cheap. No, he is rational. There are no false show-offs in it, as in Lexus or ML. This is a normal custom car - what a well-tailored suit.

Santa Fe has one minus - it gets very dirty. Joke. Now let's talk about the disadvantages. Lousy regular speakers and insufficient soundproofing. In short, if you, like me, are a music lover, then you need to invest. The second is that regular tires are clearly not for an SUV. I put the wheels on. Pretty cotton box-"automatic". The second gear seems to be empty. It is especially annoying that when you release the gas, the automatic transmission thinks for a very long time before switching from 2nd to 1st. Sometimes you just have to stop for that. It is easier to switch to manual mode (it is provided here). But then why "automatic" - I think so, so as not to pull the handle once again? In general, the car goes softly, like a battleship, and does not favor aggressive driving. A little about defects. Changed the fuel level sensor and heated side mirrors. No more unexpected expenses. Plastic in the cabin leaves much to be desired. After two years of operation, it began to creak unpleasantly. The biggest problem is bad gas. In Moscow, I refuel only with the 92nd, and outside the city only with the 95th. Because it is easy for Moscow Region 92 to ruin candles, the replacement of which, together with work, is $ 145.

The spectacular third-generation Hyundai Santa Fe (with the DM index) was to the taste not only of domestic buyers, but also of foreign ones. He kept wheelbase predecessor - 2,700 mm. However, the designers did new crossover 3 cm longer and 4 cm lower. Proportions, not in the past forte cars from Korea, this time worked out well.

The stretched 7-seater version received the prefix Grand. It is 225 mm longer and more than a hundredweight heavier. The Grand Santa Fe was very popular in America.

In the second half of 2015, a restyled version entered the market. It features a grille, modified bumpers, as well as improved front and rear optics. In addition, the list of equipment has been enriched. This inspired the creators to increase the price tag and add the Premium prefix to the name.

Based on crash test results Euro NCAP Santa Fe DM has earned 5 stars. He showed nice results for the protection of adult passengers and children. But in the US tests according to the IIHS, the achievements are not so high. Grand Santa Fe participated in them. The big Korean did poorly in a frontal crash test with 25 percent overlap. According to the manufacturer, the restyled version of both modifications received a reinforced power structure of the front end, which eliminates the vulnerabilities identified during the tests.

Engines

Most Santa Fes are powered by a naturally aspirated 2.4-liter gasoline engine with 175 hp. / 171 HP (after restyling). The rest are equipped with a turbodiesel with a capacity of 2.2 liters and a return of 197 hp. / 200 HP (after update).

Grand Santa Fe, in addition to the 2.2 CRDi turbodiesel, was equipped with atmospheric gasoline V6: 3.3 l / 271 and 249 hp. before restyling, and after - 3.0 l / 249 hp

The list of available abroad included gasoline engines - with direct injection 2.4 GDi (188 and 192 hp) and turbocharged 2.0 (265 hp), as well as a 2-liter turbodiesel (150 and 184 hp) .

Everything power units have a reliable timing chain drive.

Gasoline engines 2.4 MPI in cars of 2012-2014 are a time bomb. The engine could knock or jam as a result of turning the liners - more often the third, less often - the fourth cylinder. Sometimes the connecting rod broke off. Failure overtook the owners both after 100-150 thousand km, and even in the segment of 20-50 thousand km. An unpleasant case was recognized as a guarantee. It is worth noting that there are examples with a mileage of 200-300 thousand km that escaped misfortune.

In 2015, the four-cylinder engine received an enlarged oil pan and a different oil pump. Since then, there have been no such incidents. According to some reports, oil nozzles were added in 2018 for additional cooling problem areas.

The 2.2 CRDi diesel proved to be more stable, but attachments fail from time to time. For example, the boost pressure sensor (1,700 rubles) installed in the intake manifold fails. As a result, traction drops.

The turbine can also pump. The turbine valve drive or the turbine itself fails (from 50,000 rubles for an analogue). It is noteworthy that the turbocharger belongs to attachments so it comes with a 3 year warranty.

After 50-100 thousand km, the crankshaft damper pulley is surrendered (10,000 rubles). Some owners encountered a breakdown of the cylinder head gasket with a mileage of 100-150 thousand km. I had to pay about 25,000 rubles for the replacement. Incidents were recorded in turbodiesels produced in 2012-2014.

There were also problems with starting the diesel engine. In winter, this could be due to poor contact in the tire connecting the glow plugs and the wire. In other cases, the EMS block failed (1,500 rubles).

The turbodiesel fuel system requires periodic filter replacement. After installing a new filter, many people try to start the engine “dry” - without first creating pressure. This is fraught with premature wear of the injection pump (59,000 rubles). Starting must be done after pumping fuel using a dealer scanner.

Transmission

The base versions of the Santa Fe with a 2.4-liter aspirated were paired with a 6-speed manual transmission. Such combinations for secondary market a little. The rest received a 6-speed automatic. Automatic transmission in conjunction with a turbodiesel allows a large SUV to accelerate to 100 km / h in 10 seconds. In combination with a petrol four, this will take about 12 seconds.

Many drivers of cars with a gun after 100,000 km note the appearance of shocks when braking. Often it is possible to get off with updating the transmission fluid.

Before the repair of the automatic transmission, it came only in samples of 2012-2013. Inside the box, the bolts spontaneously unscrewed and turned the contents of the machine into minced meat. One of the characteristic warning signals is jerking when reversing.

All-wheel drive system

The Magna multi-plate clutch with electro-hydraulic locking is responsible for the distribution of traction along the axes. With a wet or snowy road, Santa will cope without much effort. True, not always without consequences.

The Santa Fe DM all-wheel drive system is full of vulnerabilities. Closer to 100-150 thousand km, corrosion destroys the splines of the intermediate shaft and the connections of the transfer case with the box. The reason is the poor tightness of the joints and the tendency to corrosion as a result of moisture ingress. In the end, the slots cut off. In addition, the differential cup may come off. The repair will cost 30,000 rubles. You can delay trouble or even avoid it by periodically inspecting and lubricating problem areas.

The design flaw was recognized by the Koreans, and since October 2015, cars with an additional oil seal have gone. Some mechanics believe that this refinement is not effective enough. Well, time will tell. But that is not all!

In the clutch, the sleeve can be cut off - the cardan will not spin. Repair will cost 10,000 rubles, and a new clutch is available for at least 50,000 rubles. It is noteworthy that the design of the coupling does not provide for the renewal of the working fluid. However, over time, the lubricant cokes, and the clutch frictions begin to wedge. You can feel it in the jolts in the corners. Mechanics advise not to wait for symptoms, but to renew the fluid as a preventive measure. If there are shocks, then the clutch will have to be removed, thoroughly cleaned and troubleshooted.

An unexpectedly split rear differential housing can also throw a surprise. The node will have to be replaced, paying at least 100,000 rubles for it. This defect is typical for cars manufactured in 2013.

Most often, problems with the transmission affect cars with diesel engines, and not only in the process of moving over rough terrain, but also during the next intense acceleration.

Chassis

The chassis has a fairly simple design - McPherson struts at the front and levers attached to a developed subframe at the rear. The Santa Fe doesn't claim to change the laws of physics, but on the road it won't disappoint. Compared to the Grand Santa Fe, it is more docile and dynamic.

In the chassis most often causes complaints steering. After 40-80 thousand km, a knock is detected. Initially, Hyundai approved warranty replacement of the rack or steering shaft assembly. However, later I thought that this was a feature of the electric power steering rack, so there was nothing to worry about. Meanwhile, filling the rail with grease helps to get rid of knocks, in extreme cases, replacing the rail (from 11,000 rubles for an analogue). original steering rack available for 20,000 rubles.

There are also complaints about the "sticking" of the steering - belated reactions to steering commands. When contacting the official service, they updated the firmware of the control unit, changed the rail or steering shaft. But not always the disadvantage could be eliminated. Some tend to think that this is a feature of the Santa Fe DM steering, others do not notice anything at all.

The silent blocks of the front levers can wear out after 80-100 thousand km. (9,000 rubles for the original lever). The front shock absorbers will last the same amount (5-9 thousand rubles). Ball bearings can be surrendered a little earlier (500-1500 rubles per ball).

Some have to change the front wheel bearings in a segment of 50-100 thousand km, others drive over 150,000 km before repair. They change assembled with a hub and cost around 3-5 thousand rubles.

Components rear axle usually last longer. After 100,000 km, tears are found in the silent blocks of the rear differential. For a silent block they will ask from 200 to 1200 rubles.

It is not uncommon for the linings to fall off the factory parking brake pads, which leads to noise, and in some cases even the wheel jams. The cost of a new set of pads is about 3,000 rubles.

On machines with an electronic parking brake, the rear wheels. Moreover, it is no longer possible to unlock the wheels in a regular way. Due to the wear of the pads, the cable is strongly tightened, and the threaded rod leaves the working range. The system begins to believe that the handbrake has already been removed. To unlock it, you have to dismantle the block. As a preventive measure, it is recommended to periodically check the condition of the pads and adjust them as they wear.

Other problems and malfunctions

There are no claims to the corrosion resistance of the body yet. It is understandable, Santa Fe 3 is still too young. However, there is one trouble spot- the edge of the roof above the windshield. Chips often form on it, and after a while the paint swells, or even rust appears.

The panoramic roof is a great option. True, a number of owners complain about extraneous sounds in the panorama area. And if, God forbid, the glazing is broken by hooligans or envious people, then you will have to prepare from 25 to 45 thousand rubles (depending on the degree of damage).

After 4-6 years, the MTXT900DM multimedia head unit begins to fail. The cause is a faulty processor or memory. The cost of soldering is about 2,000 rubles.

With age, freon escapes from the air conditioning system through the short-lived connection of a metal tube with a rubber hose. A new item can be purchased for 5,000 rubles. They will take 1,000 rubles for the work, plus 2,000 rubles for refueling the system.

On Santa Fe 2012-2014 release, there are often problems with the work of daylight running lights. The reason is the strong heating and soldering of the resistors in the DRL control module. The cost of repairs is about 3,000 rubles.

Poor tightness and corrosion cause the failure of the trunk opening button (2,700 rubles) and the rear view camera (1-2 thousand rubles for an analogue).

Conclusion

There is only one conclusion. In the secondary market, it is better to look at the restyled Hyundai Santa Fe / Grand Santa Fe. Although there are still few statistics on them, at least they did not appear in emergency reports.

Frankly, I expected more effect. On paper, the advantage of a turbodiesel looks overwhelming: it is 23 hp. from. more powerful, and the torque is almost twice as high: 436 versus 226 Newton meters! Moreover, the latest, third generation Common Rail fuel injection using piezoelectric injectors allows you to achieve this impressive value from 1800 to 2500 crankshaft revolutions per minute. And as a result, acceleration to hundreds is one and a half seconds faster. However, after reseeding behind the wheel of the Santa Fe 2,2CRDi from a gasoline car, I did not find anything out of the ordinary.

Yes, the diesel "Hyundai" is faster, but not as much as they suggest. specifications. He willingly, quickly accelerates from a traffic light, quickly responds to the gas pedal during urban rebuilding, does not hang in the oncoming lane during long overtaking on the highway. But not to say that "Santa Fe 2.4" loses a lot. It can be asserted with all responsibility: not only almost two hundred forces of the R series motor - a team of 150 designers was involved in its development, having successfully mastered E150 million - but also 174 hp. from. no less modern gasoline engine "Santa Fe" is enough for all occasions. What, by the way, was taken care of again by the freshest 6-speed automatic transmission, which replaced the previous 4-band "automatic".

Of course, 2.2CRDi is more economical. But you should not count on the parade figures in the performance characteristics. What is there 6.2 liters outside the city! During the week of our acquaintance, I did not manage to convince the on-board computer to show below 10 l / 100 km when traveling along highways near Moscow. In the city, as you can see from our pictures, the diesel "Santa Fe" drank 12-13 liters. In general, it can be assumed that gasoline unit about two liters more voracious. If so, then in three years (or 70 thousand kilometers) 2.2CRDi will save its owner a hundred thousand rubles with a small tail.

But look at the price list, and it turns out that the base diesel "Santa Fe" is 241 thousand more expensive than its most affordable gasoline counterpart. And all because 2.2CRDi cannot be bought with front-wheel drive - only with a 4 x 4 transmission. In the optimal configuration, "Comfort" - "Baze" implies a manual gearbox, which, in combination with a diesel engine, can hardly be called a good choice - the difference with the gasoline version will amount to a much more acceptable 116 thousand rubles.

So it turns out that only those who have a large gasoline station wagon with front-wheel drive are enough to save money in a serious way. But if you need a full-fledged, albeit "parquet" - do not forget about the passenger independent suspension, which the Santa Fe inherited from the Sonata - an all-terrain vehicle, then you are left with two full options. Pay less first for the 2.4-liter version or pay more for the diesel engine and then spend less on fuel.

Otherwise, the cars are equal - both are distinguished by a spacious, comfortable, well-equipped interior and a chassis that is not prone to aggressive driving. By the way, this is why the serious theoretical advantage of a diesel engine in terms of power and torque cannot be called decisive: the Santa Fe does not encourage sharp, dynamic driving too much. In any case, it remains a car for family travel over long distances at any time of the year and on any road - of course, with a hard surface.

And yet, if you dig deep enough, you can find at least one more argument for the Santa Fe with a 2.2CRDi engine. The fact is that such a car has a competitor in our market, oddly enough, the only one - Sorrento with exactly the same turbodiesel of the R series. And all other mid-size crossovers comparable in price are sold in Russia only in the gasoline version.

WE DECIDED:

A powerful modern diesel engine is ideal for the Santa Fe. It is more expensive than a gasoline engine, but promises to make up for the difference in fuel economy.

The first pancake is always lumpy. This is how you can describe the appearance of a mid-size crossover in the line Hyundai. Santa Fe was introduced in 2000. He has been repeatedly criticized for his peculiar appearance. But, like subsequent generations, it is in demand abroad and in Russia. There are objective reasons for this: a solid Santa Fe resource, a reasonable price-quality ratio, a roomy interior, high ground clearance, inexpensive maintenance and repair of the chassis, time-tested power units of the Sigma, Delta, Theta, Lambda lines, etc. different years, gasoline and diesel internal combustion engines were installed paired with four-, five-, six-speed transmissions.

The resource of Santa Fe depends on the type of motor and transmission, features of operation, maintenance. To begin with, let's analyze the Santa Fe engine, evaluate its survivability in Russian conditions.

Power units and their resource on the first generation Santa Fe

The first generation crossover was produced from 2001 to 2005. When it was created, the engineers focused on the flagship of those years - the Lexus RX. Santa Fe was assembled in Korea, China, Russia (at TagAZ). It was completed with petrol engines of 2.0, 2.4, 2.7 and 3.5 liters, as well as a two-liter turbodiesel unit. The car, depending on the engine, was equipped with a four- or five-speed automatic transmission, as well as a five-speed mechanics.

Santa Fe's power diesel engine CRDi is 112 hp. from. Petrol versions give out from 134 to 200 hp. from. The crossover has front or permanent all-wheel drive. In the second case, the torque in the ratio of 60 to 40 distributes an asymmetrical center differential.

Santa Fe was officially delivered to Russia with a diesel engine, as well as 2.4 or 2.7 liter gasoline engines. Versions with 3.5-liter internal combustion engines were imported under the order from Canada and the USA. Consumption of gasoline Hyundai Santa Fe of the first generation varies from 12 to 18 liters of fuel per 100 km. Simple aspirated gluttonous, but win in terms of reliability. The 2.7-liter engine can be considered the most successful, because the 2.4-liter unit is equipped with balance shafts. The V6 engine uses expensive platinum candles that last from 40 to 60 thousand km. The average resource of Santa Fe gasoline engines is 300 thousand km.

Let's talk in more detail about the advantages, breakdowns and disadvantages, resource diesel version. It is more economical, pleases with good traction on bottoms. In theory, the resource diesel internal combustion engine should be 20% more than that of a gasoline aspirated. Yes, only the turbine and design features motors make adjustments.

Diesel demanding maintenance, afraid of a long ride on high revs and low-quality diesel fuel, oils. The 2.0 CRDi has design flaws. For example, a weak fuel priming pump, connections fuel filter, which dry out, which leads to air leakage with a further drop in power. The fuel pressure regulator in the rail also causes problems, if it breaks down, the dynamics of Santa Fe noticeably worsens.

The five-speed manual transmission and the four-speed automatic transmission of the Hyundai Santa Fe are quite successful. Of the shortcomings of the machine - thoughtfulness, he walks without problems 200-250 thousand km. In versions with manual transmission, a weak two-mass flywheel was installed, which can withstand from 100 to 120 thousand kilometers.

Gearbox and engine for the second generation Hyundai Santa Fe

Hyundai Santa Fe ll generation was produced from 2006 to 2012. For the Korean company, this was a real breakthrough in terms of design. The crossover is in demand in the domestic market, as it managed to prove its reliability, unpretentiousness, and practicality. Under the hood is a G6EA, G4KE, D4EB-V or D4HB engine. Occasionally there are versions with a 3.3-liter gasoline engine - the same as in the Sonata (they were sold on the American market).

G6EA

This is a 2.7-liter V6 petrol engine that puts out 185 Horse power. Belongs to the Delta family. The cylinder block is based on an aluminum alloy. used electronic system, which controls the ignition and petrol injection. The volume of oil in the lubrication system is 4 liters. With timely maintenance, the resource of the Santa Fe G6EA motor is 400–500 thousand km.

G4KE

A 2.4-liter gasoline engine of the Theta ll family was also installed on. The block of the four-cylinder engine is made of aluminum. Power is 174 liters. from. Some car owners complain about the G4KE knock, which should not be neglected. It can be provoked by main and connecting rod bearings, as well as oil deficiency. The latter is fraught with turning the liners and jamming the crankshaft.

Due to the lack of hydraulic lifters, it is necessary to periodically adjust the valves, often with runs over 100 thousand km. The resource of the Santa Fe G4KE engine is at least 250–300 thousand km.

D4EB-V

This is a 2.2-liter diesel engine with a capacity of 150 hp. from. Used on pre-styling versions of the Hyundai Santa Fe. With solid runs, over 150 thousand km, problems of increased consumption may appear. There are many different reasons for this - from injection problems to lack of air and dirty nozzles. Rarely complain about the increased smokeiness of Santa Fe diesel 2.2.

The first thing to pay attention to when increased consumption and smokiness - the quality of the diesel fuel used. Try changing gas stations. As a preventive measure, wash the nozzles and plunger pairs of the injection pump with an additive. It will remove resins and deposits from working surfaces, normalize fuel combustion, simplify cold start, and reduce consumption.

D4EB-V resource when using quality oil reaches 200–250 thousand km. It is desirable to change it more than once every 15 thousand km, but every 7.5–10 thousand km. Otherwise, the system becomes clogged, oil starvation begins with accelerated wear of rubbing surfaces. The engine troit and does not work at full power.

D4HB

The diesel 2.2-liter unit produces 197 hp. from. With high mileage, it suffers from an oil burner, especially if it is irresponsible about the choice lubricants and constantly exceed the allowable loads. The approximate resource is the same as that of the D4EB-V - up to 250 thousand km.

For the second generation Santa Fe, different boxes were offered: four-, five-, six-speed automatic transmission and a five-speed manual transmission. Boxes like A6LF1, as well as analogues on the previous and next generations, suffer due to untimely replacement oils. Coupled with an aggressive driving style, this drastically reduces the resource, which has been repeatedly proven with the example of the old F4A51 box. There are shocks, kicks, a crunch when switching. To restore, you can carry out a complete fault detection with overhaul and replacement of worn parts. But if the wear is not yet critical, for normalization performance characteristics it is enough to use the RVS Master additive. Automatic transmission is processed with the help of, for a mechanical transmission, a transfer case, a bridge is suitable. Additive for the bridge and transfer case effectively eliminates knocking, howling, bearing hum, prolongs life all-wheel drive by building up a layer of cermet on worn friction surfaces. In a manual transmission, due to the use of an additive, switching becomes clearer and smoother, the amount of noise and vibration is reduced.

Third generation Santa Fe resource

The third generation of the crossover has been produced since 2012. Available in five and seven seat versions. At official dealer The most running were versions with a gasoline engine of 2.4 and 3.0 liters, as well as with a 2.2-liter turbodiesel engine. Diesel unit gives out 200 liters. from. And gasoline engines 171 and 249 liters. from. respectively. Santa Fe engines are paired with a six-speed automatic, and their resource is largely comparable to its predecessors.

The quality of service has a huge impact on the safety of the Santa Fe ICE. Therefore, in the maintenance schedule for a crossover of any generation, we recommend that you make preventive treatment of the unit with the RVS Master additive.

For engines with an oil capacity of up to 4 liters, for example the widely used G6EA, suitable for diesel engines Santa Fe with a volume of 2.0 to 2.2 liters is suitable or. The additive will increase the resource of the power unit, reduce fuel and oil consumption, increase low compression, which has fallen due to natural wear and tear, and will allow delaying major repairs.

If your Santa Fe has more than 150,000 miles on it, or if you're purchasing a used crossover, make sure to flush before changing the engine oil during scheduled maintenance. The aforementioned additive for RVS Master Engine Ga4 oil can also play its role, but it is much more profitable to use it. The composition is cheaper, it deeply cleans the working surfaces, restores pressure in the system, decokes the piston rings.

Note: the optimal frequency of application of additives and flushes depends on the intensity of operation, the mileage of the car. Nevertheless, all RVS Master products have a positive impact on the Santa Fe resource.

From Hyundai? Today, this is not surprising. But in 2001, the Santa Fe, presented to the general public, made a lot of noise. The first pancake turned out to be by no means lumpy - even if not the most driver's, but well-balanced SUV was to the taste of very many.

It is from 2001 that the Santa Fe success story should be counted. In 2006, the typical Korean design crossover was replaced by new model, more stylish, aimed at the European buyer. However, the first generation only migrated to the TagAZ conveyor, received the Classic prefix and for some time was sold in parallel with the new product. But today is not about him. The second version of the Santa Fe was no less popular, one of the reasons for this was the presence of a 2.2-liter diesel engine in a modest line of engines. Another engine was a 2.7-liter gasoline unit that developed 190 hp. Both "engines" offered both mechanical and automatic transmission, however, a four-band automatic transmission was aggregated with gasoline, and a five-band automatic transmission with a diesel engine. After restyling in 2006, the choice of engines became larger: a 2.0-liter diesel was added to a seriously modernized 2.2-liter diesel engine, and a 2.7-liter V6 gave way under the hood to a new 2.4-liter engine. The boxes have also changed: both types of transmission received 6 gears each. Hyundai has minimized the owner's costs for servicing the crossover - at least such a conclusion suggests itself after comparing the list of maintenance operations. The timing belt in the timing drive of the first engines was replaced by a more reliable and “survivable” chain, the oil in the gearbox and gearboxes no longer needed to be replaced. This once again emphasizes the intention to compete on an equal footing with European manufacturers, which have long curtailed the appetites of dealers by setting their own (rather low) tariffs for maintenance.

Long-lived units

Engines are generally quite reliable - with careful operation and proper care, they can withstand more than 300 thousand km without major repairs. Of course, problems happen: for example, closer to 50 thousand km, you have to change (or flush) diesel nozzles, the spray quality of which drops due to poor fuel quality. Around this run, it happened that glow plugs burned out. On the first models with a gasoline V6, they quickly failed catalytic converters(more than 60 thousand km could not withstand), but very soon this problem disappeared. Owners of Santa Fe with a 2.7-liter engine and a mileage of more than 150 thousand km should often monitor the oil level - its consumption increases.

Transmission? No problem!

The weak point of the front suspension is the shock absorbers. Either the quality of the parts is not the best, or heavy power units create a large load - one way or another, the racks can withstand 40-60 thousand km. Bushings and stabilizer struts serve half as much, but in Russia you will not surprise anyone with this. With a run of 20-40 thousand km, thrust bearings may require replacement, after 60 thousand km, the silent blocks of the front levers will most likely have to be replaced.

FROM rear suspension the situation is similar: bushings and stabilizer struts also require replacement after 20-30 thousand km, shock absorbers again do not demonstrate miracles of survivability. But transmission nodes require intervention infrequently. On cars with "mechanics" closer to 120 thousand km, clutch replacement is required, and often with a two-mass flywheel. Since the operation involves the dismantling of the subframe, it is quite laborious and, therefore, costly (only work costs about 11 thousand rubles). The gearboxes themselves can withstand more than 150 thousand km of operation without problems. Quite rarely, the viscous coupling, outboard bearing and drive shafts fail (play appears in splined joints).

front brake pads usually enough for 30-40 thousand km, rear - for 40-60 thousand. The discs have to be changed after the second replacement of the pads. There are problems with braking system- the master cylinder is leaking (and into the cabin).

Expert opinion

Sergey Ashnevich, technical expert www.blockmotors.ru

The reliability of Hyundai Santa Fe and, accordingly, the condition of cars in the secondary market is highly dependent on the specifics of their operation. If the previous owner did not consider it necessary to slow down in front of pits and speed bumps, get ready for an early replacement of shock absorbers. He imagined himself a jeep and liked to climb through the mud - perhaps the clutch is already out of order and the crossover has turned from an all-wheel drive into a front-wheel drive. In general, I will call the car reliable, especially since the relative availability of spare parts and a long warranty period make it possible not to worry so much about every breakdown. There were no serious technical problems with Santa Fe, the body is well protected from corrosion, electrical glitches are very rare.

At the risk of seeming banal, I consider it necessary to once again remind Santa Fe owners that they have just a crossover, not intended for serious off-road use. If you want to cross the swamps - buy the appropriate car, real SUV. But if your "off-road" is a primer to the cottage, "Santa" will really be an excellent choice.

Owner's opinion

Alexey Ilyin, Hyundai Santa Fe 2010 onwards, 2.2 diesel + automatic transmission, 104 thousand km

I am simply delighted with the car: reliable, comfortable, roomy ... The only problem I had to face was poor-quality shock absorbers. They thundered from the first kilometers, for the first hundred thousand kilometers I installed new ones three times (under warranty). The diesel engine successfully survived three winters, it always started, in any frost. I used anti-gel additives only with a strong minus, basically there was standard diesel fuel in the tank.

More than once I drove my Santa Fe for long distances - this is where you will appreciate comfortable seats and excellent suspension settings. A couple of times I spent the night right in the car: if you fold the rear seats, you get a compartment with a flat floor, in which a half-sleeping air mattress fits perfectly. In short, a great crossover for both the driver and passengers.